Bumper



Jan. 189 1927: I s H BUMPER I Filed July 13, 1922 J 4 Sheets-Sheet 2 Irv VIN TUR 52 M145; HE

p. I "w HTLUEA/EY Jan. 7 1 v vs. H. SHAW BUMPER Filed July 13, i922 '4 sheets-she et 5 v JNVE/VTUE Patented Jan. 18, 1927..

UNITED STATES samtunr. H. SHAW, on NEW YORK, iv. Y., AssIeNo-n 'ro UNI ERSAL snocx ELIMINA- TOR, 1n or LONG ISLAND CITY, NEW YO K, A eonrona'rroiv on NEW YORK.

numrnn.

Application filed July 13, 1922. Serial No. 574,638.

This invention relates to bumpers, socalled, such as are used on motor cars to receive the shock of impact with other cars til or obstacles on the road. This invention relates to such articles which are sometimes called impact bars, and more particularly to the type known as spring bar or flatspring bar bumpers, in which the impact shock is absorbed b the resiliency of the bumper asdistinguis ed from the types having a rigid bar with a coil spring or similar at taching device to absorb the shock of impact solely in the attaching means or junction of the device with a rigid part of the vehicle.

More particularly this invention relates to improved features of construction of the resilient or .impact flat spring bar having for its objects Economy in production, durability, lightening of construction, increased strength, and other features the advantages of which will a pear from the more detailed specification. J lso a particular feature incident to the practiceof my invention .is the prevention ofslipping of the fiat spring,

Surface slightly depressedadjacent to the fiat top and bottom border. Such deformation of the outer vertical SI'IIftlCG of the spring bar permits a corresponding detox-ma tion of the rear surface of theba1-,.wi.tli a resultant equal strength against horizontal impact, with less weight of bar than i't' xuade of plain stock with two parallel plain sides. But in addition it provides a narrowbordcr at top and bottom forming only a small fraction of the total surface which need be ground and polished, and as 1S usual inthc finish of this class of product, the surface, which is nickel-plated, is very materially reduced in area, thus providing a substantial m-onomy in various operations menl ioned 'iu n'iamifacture. As this type of bumper is used on the front of automobiles, and also on the rear, they are constantly exposcdto the elements and also exposed to rough usage by impact andscraping' on objects, so that minimizing .th amount of surface'subjected to a fine polish my construction has many advantages in durability andv ,retainingits appearance in spite of its regular. usage,

with the obvious economy.

As these bumpers extend either forward or to the rear beyond the other parts of the vehicle, for theobject of shielding other parts vof the vehicle against accidental impact, the overhanging weight of the bumper subjects the attachment to the rigid part of the vehicle to considerable vertical strain,

'so that any reduction in weight, without sacr ficing the stiffness against impact or without sacrificing resiliency to absorb im pact, relievesthe other parts of the vehicle as well as the means ofattachment'in direct proportion to the saving in the Weight of the impact .bar.

While various modifications may be made either to accommodate different sizes or different designs in general, the advantages will be apparent from the description of specificembodiments of the invention shown in the accompanying drawings, in which:

Fig. 1 is an. elevation showing a front View ofa motor car equipped with a bumper containing the invention.

Fig. 2 is'a plan view'ofa bumper showin attachment and with fragmentary front en illustration of the motor car frame horns.

Fig.'.,3 is a Ian view of a bumper with means of attac iment to the vehicle, slightly modified.

- Fig. 4- is a side view, on enlarged scale, of a bumper with vehicle frame horn and bracket attachment. A

Fig. 5 is a plan view, partly in section, of the attaching means shown in Fig. don one frame horn. i

Fig. 6 is a vertical section, on an enlarged scale, on the line ti-GfFig. 2. Fig. 7 1s a plan view of a modified form of the bumper, with compound spring members. middle section showing the clamp connection betwgcn double spriugmembers, on'enlarged Fig.7 is a section showing a modilied form of clamp.

Fig. 8, is a perspective view of a short section of the spring bar member of the bumper, on enlarged scale. i I Fig. 9 is-asimilar view showing a spring Fig. 7 is .a perspective View of a barinember of slightly varied cross-section.

Fig. 10 is aside elevation of the rear end of one and the front of anothercar,"showing respective rear and front spring bumpers in engagement as in collision.

Fig. 11 is a section on enlarged scale, of the spring bar members as they would engage in collision, indicating in dotted lines an alternate position of engagement.

The spring bar 1 constitutes the mainor outer member of the bumper with theimfl pact section 2, reversed bent ends 3-3 and attaching arms 4. i a

The motor car comprises the axle A, wheels B-B, frame sills C--O, fenders D D, radiator E, tank F.

The sills C-.C each have at their forward end a horn 4:with a spring bolt 5 having a bolt-head 6. A bracket 7 is formed with a hole 8, hexagonal if desired, to fit over the head 6 ofthe spring bolt 5, while a hookbolt 9 with hook 10 passes through the opposite end of bracket 7, and may also, as shown, pass through the end 4 of the spring bar, so that the tightening of the nut 9 of the hook-bolt securely clamps the bracket 7 to the side offthe horn G and the forward end of the sillby the engagement of hook 10 with the flange C. A. second bolt 11, which in the form shown is a lag bolt, serves to clamp the end of the spring bar member at a second point to the attaching bracket. ,.As shown in Fig.- 2, the main impact bar section may be sprung out so that the arms 4 take the position 4*, thereby permitting the ositioning of the hole 8 in the attaching iiracket, over the head 6 of spring-bolt 5, and with this in secured position the hookbolt 9 is readily attached, so that setting up of theme nut 9 firmly positions and secures the'spring bar member to thehorn of the car, sill or frame. As shown in Fig; 3, the inner ends of the spring bar member maybe bent to a position transverseof the vehicle as at 1212, engaging bearings I 13- 3 attached to the horns, and they may also extenijl ntransversely of the vehicle between the horns as shown, to form a transverse bar 14 with its engaging ends secured by a bolt 14, thereby forming a transverse strengthening bar or tie rod as acontiguous member of the bumper. This transverse bar may also be welded at its abutting ends, forming a complete unit admirably resisting any spreading effect of horns by the deflection caused .by impact of the main spring bar member,

The main impact or engagement portion of the spring bar of the bumper, that is the section 2, is formed'with an outwardly facing channel profile for the various purposes and advantages that will now be more specifically set forth. This front surface profile, generally of a channel form, may be produced by milling flat bar stock, leaving the back surface of the spring bar plain. It may be formed by rolling the bar into the section as shown in Fig.8; or by any suitable fabricating method, sections as shown in;

Figs. 8 and 9 or other variations, maybe provlded for the spring bar of the bumper which in each case have a top andbottom -'border 15-15 and an intermediate depressed surface 16. The formation of the section of the spring bar or impact bar as shown, provides a top and bottom border with an area.

for polishing which'is only a small fraction of the total surface which. would otherwise have to be polished in order to nickel-plate or otherwise suitably finish the bar in the manner that has heretofore been prevalent. Having the top and bottom borders with parallel surfaces in the same plane, the grinding as an initial operation to prepare the surface, involves'only a small fraction of what would otherwise have to be ground in case of a perfectly plain front profile,,

but the depressed or convex intermediate surface constituting the major portion of the front of the spring bar lends itself most advantageously to any suitable anti rusting treatment, and to finishing as by enameling, and the formation of the profile subjected to the grinding and otherfinishing treatment, assures a uniform demarcation between the finish on the upper and lower bands and the intermediate face or surface, thereby permitting facility and cheapness of finish with uniformity in the completed article.

By the formation of the offset top andbottom, to the limited extent shown and: de-

scribed, the resiliency of the-spring bar is not mpaired, but greater stiffness and resistance to indentation or twisting and bendmg, is greatly increased. At the same time relatively greater stiffness, with all the desired flexibility is obtained as compared with aheavier bar having plain front and rear surface. The relatively protruding top and bottom borders, constitute a protection for thef fiiiishof the intermediate surface of the bumper, so that in use such a construction is of substantial advantage, in additionto the relative lightness and greater resiliency, as well as the strengthening of the spring bar member, weight for weight as compared with a lain surface bar. i

n operation, the impact of this improved bumper involves an engagement with any part of another vehicle with the advantage of holding the engagement upon impact instead of a tendency to slip up or down, which occurswith a plain surface. When such bumper engages the rear bumper of another car, as showr in Fig. 10, of similar profile, the engaging borders registering with the respective intermediate. depressed surface of the other bumper, as more parleis quently carried, as in position F .in Fig. 10.

ticularly shown in Fig. 11, prevents any tendency to force one of the bumpers up, and therefore minimizes the vertical Stl'flll'l on'the brackets and clamps, securing the bumpers to the relativelyrigid parts of the vehicle. This characteristic insures the transmission of the impact more uniformly in a direct line and horizontally to the mass of the vehicle througlrthe rigid. parts of.

the structure best adapted to meet the shock of collision. It also prevents the slipping contact of bumpers, thus minimizing the chance of a front bumper under running the rear bumper of a car and striking parts of a vehicle; such as the gasoline tank freand registering therewith-while inthe rear clamp ends 21-.21 are sccured together in theusual manner by bolt 22. If a main bumper member with cross-section as shown in Fig. 8 is used, then a supplementary bumper member 17 of lesser width may be used to engage the restricted plain surface vent. resiliene bumper spring.

on the-rear of the main member, and atthe same time providing greater horizontal stiffnesswith less weight, thus more advanta: geously serving the purpose of a secondary lends itself to a middle clamp to hold the two members together, with top and bottom hooks 2323 and arms 24 2a engaging slight recesses in the top and bottom edge of member 17*, which serve to centrally position the clamp and hold it against displacement, while the beveled surfaces. in the notches 1717 provide wedge engagement so that the tightening by bolt 25 drawing ears 26 26 together, assures a permanent and effective uniting of the two members without the loss of strength. which would otherwise vbe entailed by perforating spring bar members and bolting them together.

The section of the bars as herein described, while conforming to what is generally known as a, channel section, involves but a slight-depression, or surface profiling inthevdircction of the length .of'the bar,

which may be easily formed by rolling. The offsetting of theedges, or the-long1tudinal portions forming the protruding strips of the impact -surface,;: are not such asto constitute astifif'ening, flange that would prern t arc only sufficient to in crease the strength as compared with a flat bar, and at the same time provide the rela- This latter construction.

- quiring grindin",

tive projecting borders and relative depressed intermediate surface or surfaces, and

to provide borders of sufficient width for stiffness and for the purpose of accommodating the grinding and polishing without having the tools therefor interfere with the intermediate surface. Thus for the various objects, simplicity. of manufacture is ;pr0-;

.vided with the resultingstrengthening of the bar without. impairing its elasticity for the purpose of absorbing'the shock and carrying and distributing the strain of'impact to the desired substantial parts of thefv ehicle without injury." The protection for the radiators and lamps'in the front, as Well as the tank or highlyfinished parts in the rear, as well as relieving all partsof thevehicle ofshoclnis thus admirably attained.

While the forms of spring steel impact .bars as. shown, or modifications, with the many advantages as herein described, 'may be combined with a supplementalspring bar as shown in Fig. 7, and with the modified form of attachment to the permanent parts of a vvehicle, or maybe supplemented by various arrangements of additional spring, members, it will be noted that the particularv characteristicsv of the section of the. front profile of. the spring bar, lend themselves particularly to the use of a single transverse "as" bumper member such. as shown in; Figs? and 3, because of the added strength and" resiliency due to its'form. i

Springimpact bars heretofore used have been made of plain, smooth-face spring bar stock which is tempered, and to suitably fin- ,ishthe'same the entire frontsi'de or profile involves the grinding of a surface the entire Wldliltof the front of the bar. Scaledue to the necessary heat treatment more or. less interferes with the grinding, which many event is a costly operation, but is necessary to provide the surface condition for proper treatmentin order to nickel-plate the front ofthe bar, which is usual. By the provision of a top and bottom border with interme-.

- diate depressed surface, there is notalone =a.,saving of material and added strength? compared with weight. but thefront profile preisents a greatly diminished surface .i;c.- which in" practice 'rep'res sents i i-the neighborhood a saving of three- ,quarters of thework in the finishing of the bars by reducing to that extent the surface to be ground,,polished and finished as by nickeling. The intermediate.depressedfront iao surface may be. 3'apanned in black or any the siirface for the desired preservatinnof the. surface for weatherin and alsoto ro desired color, to match the iinishof theother parts of the'car, and in any event lendsitself to a dullv and relativelycheap treatment of function of impact and unavoidable scrap- I ing of the outer or extreme surface of the bumper when contacting with obstacles.

- \Vhile greatly .cheapening cost of producforms heretoforeused, both-structurally and 'tion, the use of the improvements herein described, is advantageous for wearing qualities by minimizing the chance of denting the surface, bending the end or scratching or'generally marring the finish, so that these bumpers will greatly outwear the in maintaining their predetermined appearance, without the necessity of frequent refinishing. In the case ofaccident the intermediate broad surface -may be readily enameled, while the upper and lower polished borders being widely separated will maintain their appearance owing to their finish radically contrastingf with the intermediate dark or colored band of relatively dull finish. e

By providing a cross-section of bumper bar as herein described, the structuraladvantages are obtained such 'as stiffening.

without interfering with flexibility, and also strengthening and stifiening the top and bottom edges without increasing the weight compared with bars heretofore used, or by obtaining these advantages 'and' equal strength with a diminution of weight as compared with the plain bar. In addition it materiall insures t e functioning of bumpers for t e purpose for which all bumpers are intended, which briefly referred to in the description of Figs. 10 and ll, will be more fully appreciated by the following. In order that bumpers on motor cars should effectually absorb the shock of impact, thebumper on the rear of a car must be vengaged by the front bumperon a following car colliding; with it. Uniformity of height of bumpers is therefore prescribed and'isbeing more andmorefgenerally complied with by.

making-the brackets carr the bumpers at a uniform height, but original design" equipment is in practice subject to a 111 11- ifer's alwariation of load which depresses the vehicle springs, and is also sub ect to variation of tire deflation, which in road use precludes exact registering of bumper engage- "ment, and which with the slight vibration and road inequalities will always present a condition of variation of an inch or two between tlie height of a rear bumper and the front bumper of a following car.

Much of the failure of proper functioning of bumpers is caused byslipping of the smooth surfaces of bumpers, one over-riding the other with temporary failure to properly a r-orb impact and frequently permanently (lislomiting the impact bar. As illustrated in Fig. 11, the border surfaces 15"-l5" may be.

I slightly inclined toward the middle surface.

so that in the event of disalignment or nonregistering of colliding bumpers, such as ill-ustrated in dotted lines, even a partial en- 'gagement, at the edge will in all cases tend tent of the resiliency and cushioning eifect predetermined by the design of the bumper,

thus greatly assuring the proper "functioning for which automobile bumpers are intended. v p

"Vhile various modifications may be. made from what has been herein shown and specifically described, wi 'hout departing from my invention, what I claim andv desire to secure by Letters Patent is:

i 1. An automobile bumper having a spring I impact bar sup orted with one of its relatively broad si es forming theuimpact face having a plurality of parallel smooth-finished surface bands extendinglengthwise of the impact face, said band faces aggregating in width a quarter or more of the impact face of the bar with the band faces substantially in a'common'plane offset from the remaining impact surface'of the, bar adjacent said bands, said offset being slightand a small fractionof the width of the impact face of the bands. v,

An automobile spring bar bumper consisting of a flat thin resilient bar having its back fiat for substantially the entire width and having its im act side formed to a profi le with two fiat faced impact bands respec tively near top and bottom of the impact side of thebar. and of an'aggregate impact face width' approximating one-quarter or 1 more of the total width of the bar, and an intermediate im act face offset from the common plane of the bands a fractional extent of the thickness of 'the bar. v I

An automobile bumper comprising a re- 0 'silient transverse thin impact bar and means for securing reverse ends of the same to the end of the vehicle, havinga fiat rear face ant equally broad vertical impact face with a plurality of parallel smooth finished 15 surface strips extending longitudinally of the bar and aggregating in width a quarter or more of the breadth of the impact face, and unfinished areas of impact surface adjacent said flat strips offset. from the common plane of said strips an ektent equal to a small fraction of the thickness of the bar.

4. A spring bar bumper comprising a broad and thin bar, having on its impact face means on rigid extensions of said vehicle, and a straight bar or tie rod interconnecting the clamped ends of said bar.

5 broad and thin bar, havingon its impact face, slightly raised flat surfaced borders of lesser area than the intervening impact faces said intervening impact'surface oifset from the common plane of the borders a small 0 fraction of the thickness of the bar.

I 6. An automobile bumper having an impact bar supported on edge and having a flat back the full idth of the bar and on its impact face a plurality of parallel bands extending lengthwise of the face and of lesser 5. A spnng bar bumper (:OlllPl'lSlllg' a width than the bar and having a flat smooth finished face, adjacent impact surface areas with. unfinished surface and offset-slightly from the common plane of the finished surface bands. r

- In testimony whereof,' I have signed my name to this specification this 7th day of July, 1922.

- SAMUEL H. SHAW. 

